Railway motor-mobile system



sept. 14,1926. 1,599,830

D. R. MGGINNIS RAILWAY MOTOR MOBILE SYSTEM Filed MaI'Gh ll. 1926 IN VENTOR.

Y 'gmzmwm ff o 0 o O BY ATTORNEYS.

Patented! sept. 14, 1926.

UNITED STA `DAVID R. MQGINNIS, F KALISPEL, lIOlNT'JJAItLA.v

RAILWAY Moron-MOBILE SYSTEM.

`Application led March 11, 1926. Serial No. 34,067.

This invention relates to a railway-motormobile system.

It"'1 s a'known fact that4 congestion on our main` highways, such asState roads is increasingbeeause of the heavy passenger and Vfreighttratc passing over the roads or highways. It is also a fact that motorbusses and motor ltrucks are taking business from our railways, bothinthe nature of passenger hauling and freight transportation. Now, toenable the, railwaylsystems of the countryto recover ,this lostbusiness, and to keep future ypassenger and freight trans'portation fromappreciably being lost to them any handled by motor vehicles on ordinaryhighways or State roads, I haveinvented a novel system in conjunctionwith and forming a part of a railway system.

Therefore, one of the objects vof my invention is the construction of amotor vehicle (such as an automobile or motor truck) highway in therightof-way of a railroad and adjoining the tracks thereof. f

Another object of the invention is the construction of arailway-motor-mobile system, comprising railway car tracks, motor`vehicle tracks built against-or into the same, or adjoining said-railwaycar tracks, and outlets leading from said motor vehicle tracks, so as toenable passengersor freight to be transported with expediency andgreatly reduced costs.

.,VVith the foregoing and vother objects in constructions,

combinations 'and arrange ments of parts as will be hereinafter fullydescribejd, illustrated in the accompanying drawings, and moreparticularly pointed out in the appended claims.

In the drawings:

. Figure yi1 is a plan viewof a system constructedin accordance with thepresent invention. j

Figure 2 is an enlarged sectional view, taken on line 2 2, Figure 1, andlooking in the direction of the arrows.

Figure 3 is an enlarged fragmentary plan View of the system,illustrating substantially what is shown in the enlarged sectionalviews, Figure 2. i

Referring to the drawings by numerals 1 designates the standard railwaytracks and 2 are the motor vehicle tracks along side of and partly builtinto the railway tracks for the reasons hereinafter specified.

j charging point.y

view, my invention comprises certain novel I have shown, in theaccompanying drawings, two railway .tracks 1 and two motor vehicletracks 2, but it will be obvious thrt I may only use onerailway trackand one motor vehicle track, or one railway track with motor vehicletracks on each side thereof. However, I preferably have shown a doubletrack system, as this is the type of .railway system more generally inuse.

In traveling over country or State roads, the motorists are manyrestrictions "that limit their speed, but by building motor vehicletracksor roadways' in the rightofway of railroads, right against therailway tracks, a means is readily provided for motor vehicles to travelrapid-ly, ,from a loading 4F or instance, whether it be the taking oning of freight, the motor vehicle` can start right in the center of atown or city, with one loading, then go by inlets and outlets point to adis compelled to recognize of passengers or the load'v 3 onto the track2, rapidly passing over the track to a given outlet which may berepresenting a city) and thence travel to the house or store, depositingits passengers or freight with only one handling', thereby cutting outror eliminating materially the expenses involved today in the handlingof loads by railways, for it is a known fact that when a pasenger usesthe railway,l he is compelled to travel asdistance first to the depotand then wind his .way generally through -a long concourse, thence ontothe railway car, and when he` reaches his destination, he has the samecondition, as a rule, to meet,` whereas with my invention, the railwaypassenger bus or motor vehicle can take the passenger aboard at hishotel door, thence by entering through an inlet 3, can pass yas swiftlyasthe Vfastest locomotive over track y2 and upon reaching thedestination, the motor' bus or vehicle can go 01T the track through anoutlet 3, to the desired house or hotel .and there discharge thepassenger at the door. This will hold substantially true in `freighthandling, as the'fr'eight can be loaded at the-shippers door, thenconveyed to its destination and unloaded or discharged at the consigneesdoor.

Now, in building my tracks 2, I preferably have each track with its topsurface below the top face'of the ties 4, so that the end of the tie atgwill form an abutment against which the motor vehicle wheels willstrike, warning the chauffeur to steer away from the ties and therebypreventing him from running up on the ties and against the rails 6.VThis peculiar formation of the track 2 in conjunction with the tiesserves to warn a chauffeur to keep sufliciently away from'the railwaytracks l to prevent a motor vehicle from colliding with a railway car orlocomotive on the rails 6. It is also to be noted that the inner edgey 7of the track or pavement 2 extends in between and slightly under theties 4, whereby a better railway track is produced because of a morestable condition being provided for the ties, in partly1 supporting thesame as well as binding t e ties together in a very substantial manner.The top surface of each track 2 is inclined towards the outer edge, andthe outer edge maybe formed in the nature of a cement curb 8, alongwhich, in the body 9- of the track, I may form a gutter or drain 10 thatis covered by a suitable grating 11 (Fig. 2) and these drains l()continue as a part of the inlet and outlets 3 (Fig. l) so that the wateror rain running into the drains 10 are eventually discharged throughthese outlets into suitable sewers or like places. f

The outer edges 12 of the tracks 2 are preferably formed on the line ofthe right-of-way of the railroad, with, for instance, the line posts13'of the property owner (Fig. 3), abutting against the outer edges ofthe tracks. Therefore, it will be seen that my system is very economicaland generallfy does not require any more than the right-o way thatrailroad systems now have to install my improvements, which will resultin the return of lost passenger and freight business to the railroads,by the railroads having their own motor vehicles, or by licensing orotherwise permitting motorists to use their specially constructed tracks2.

While I have provided efficient means for strengthening greatly theordinary railway tracks, I have also provided means for filling a longfelt need, to wit: constructed motor vehicle tracks in the right-ofwayof railroads that is not now used, whereby railway systems will be ableto enormously increase their passenger and freight handlinfr businesswithout necessarily buying additional rights or land.

lVhile I have described the preferred embodiment of`my invention andillustrated the same in the accompanying drawings, certain minor changesor alterations may appear to one skilled in the art to which thisinvention relates during the extensive manufacture of the same, and I,therefore, reseuve the right to make such changes 0r alterations asshall fairly fall within the scope of the appended claims.

What I claim is:

l. In a railway-motor-mobile system, the combination of a railway track,and a motor vehicle track having one of its edges abutting againstiandextending partly under, one of the edges of said railway track.

2. In a railway-motor-mobile system, the combination of a railway trackprovided with tiesyof a motor vehicle track at one side of said railwaytrack and against said ties, said motor vehicle track having its topsurface below the top surface of said ties for formin abutments at oneside of said motor vehicle track, part of said motor vehicle trackextending under the outer ends of said ties, and said motor vehicle.track provided with a drain near itsouter edge.

In testimony whereof I hereunto affix my si gnature.

DAVID R. MCG'INNIs.

